Cab control system.



'FRANKLIN M. RAYMoNnor SAUGATCK, CONNECTICUT.

lcan CONTROL SYSTEM.

viiea'aos.

ing at Saugatuck, in the county of F airfield and ,State O-Connecticut,have invented certain new and useful Improvements in Cab ControlSystems, of which the following is i a full, clear, andexactdescription.

' which will be putinto operation upon adisregard of the danger signalby the operator,

This invention relates to improvements in cab-control systems for steamand electric railways.

One of the objects of my invention is to provide a cab-signaling meanswhich will continuously indicate in the cab'the position 1 -of theroadside signals. i

Another object of my invention is to provide an automatic train-stopmechanism but not until thetrain has proceeded a predetermined distanceinto the block. l

Another Iobject of my invention is to provice in which the power may be.cut oli' and the brakes andsand applied at ypredeter-Y mined timeintervals.

A -further object of my invention is to utilize the air pressure fromthe train-.pipe to operate the respective Valves of the power, brake andsand devices.'

Vith these and other objects in View my invention consists in theimproved construction and combinations which will be hereinafter set outin the specification and claims appended hereto.

In the drawings, Figure 1 is a perspective diagram of my entire systemFig. 2 is a diagram of the circuits and the train control mechanism;Fig. 3 is an elevation of the relay; Fig. l is a sectional plan viewtaken on the line 4--4 of Fig. 3; and Fig.

5 is a detailk of the .lock for the armature.

Referring first to Fig. 1, a plurality of roadside signals 1 are'located along the trackway at any desired space intervals or,

if desired, may be placedat the turn-outs.

The semaphores v2 of these signals are con- Application ledprl 2.3,1913. I' Serial No. 762,979.

.p Specification of Letters Patent. Patgnteevd Jan, 18, 1916; i

to a. short length section-7 which 'is supi` i ported-above thetrack bypoles andl guywires. This short length wire 7 is positione'dover'oneside of the trackway instead of directly'over the middle part of` then'of a conductor 8'is a second section 9 which 1s similar to sectlon 7and 1s supported 1n the same manner. The section 9-is'spaced fromsection 7 a 'suflicient distanceso that if the operator sees a dangersignal and passes the same', he will have ltime to-stop the train beforereaching the -section 9. Supported' adjacent and parallel to the shortlength section 7 is a .thirdv section 11 connected to the wire 10which-terminates in a contact 10 adapted to contact with the arm of thesemaphore 2 Awhen the same is in its safety-indicating position.(lontactors l2 and 13,l adapted tQ-.cOntaCt with sections 7 andlljrespectively, are; carried by a-cab and are connected through a relay(not shown), to the lights 14 and 15, respectively, which are adapted toindicate4 in the cab the danger and vclear positions ofthe roadsidesignals in a.. manner which will hereinafterbe described.

The relay to which contactors 12 and 13 are connected, is shown indetail in Figs. 3,

l and 5, wherein electromagnets 16 and 17 rectangular in form, each coil,of the electromagnets 16 and 17 having a separate .core through whichthe vmagnetic circuits are'completed by the armatures 21 and 22,

V respectively', which are piyoted to the upright supports 19 and 20.4Fastened beneath each of these armatures is a strip or block ofinsulation 23 and 24, each lof which carry two spring-contacts 25, 26,and 27, 28,` respectively. The Contact 26is adaptedto rest on contact 29and contact 27 on contact 30, when the respective armatures are intheirlower or unattracted position. Contacts 25 and 28 are adapted tocontact with the lower ends of substantially U-shaped contacts 31 and 32when the armatures are in their upper or attracted position. Thecontacts 29, 30, 31 and 32 are mounted on falbar made of insulatingmaterial which e'xtends .parallel -to the armatures of theelectromagnets 16 and 17, but below the same, and is supported by twovertically depending support's33, 34, carried by the crosspieces- 33 and34. These supports are threaded k(not shown) and the bar is held betweentwo. nuts carried by each of the supports so that tne bar may be readilyad.

justed t0 properly contact with the spring contacts carried by thearmaturesv 21, 22. The upper ends of the cores of the electromagnets areoined together by'plates 35 'and 36, respectively. These platesr aremade of brass or some other -non-magnetc -substance and are securelyfastened-to the yokes. De-` pending from the under side-of the platesare the locking magnets 37, 38, which are suspended from the plates bypassing the ends of the cores through poles in the plates and securingthe same in place. Each of the armatures 37 and 38 for these lockingcoils is pivoted at its inner end to a support of brass or thelikefastened to the rectangular cores of one of the pairs of theelectromagnets 16 and'l7, the upper portion of said support beingbifurcated in which the end of the' armature is pivoted. Depending' fromthe inner ends of armatures 37 and 38 are substantially hooked-shapedportions 39 and 40, which, when the armatures of the locking coilsl areenergized, are adapted to catch beneath the inner ends of the armatures21 and 22, respectively, and retain the same in their upper orattracted. position, as is clearly shown in Fig. 5. The armatures forthe locking coils are provided with adjustable back-stops in order toregulate the lower position Aof the armatures. Positioned adjacentto'locking coil 37 is a second coil 41 which is fastened to a portion ofthe support 19 bent at right angles to the main por-v tion and which isdesignated 42 on the drawing. The coil 41 is provided with an armature42 pivoted at its outer end to a'support' 43 depending from the plate35, andy carries at its inner end an arm 44. Extendinglaterally from thearmature 21 isa lug 48 having a slot therein. through which a rod 46passes. This rod is supported on the .lug by means of a spring 47, oneend of which is fastened to the rod and the other end of which restsdirectly upon the face of the lug. The upper end ofthe rod 46 passesthrough an opening in the plate 35 in which the rod is keyed to preventit from rotating. The rod 46 carries a cone-shaped projection V45 uponthe flat surface of which the arm 44 carried by the armature 42 isadapted to rest and to hold the rod against upward ver- ,tical movementifthe coil 41 is energized.

Attached to the upper end of the rod is a contact-disk .47 made ofconducting material and insulated from the remaining portion of the rod.This contact 47 is adapted train controlling means is shownwhich isadapted to control the power supply and the application of the brakesand sand inthe order named. Reference character 50 designatesthetrain-pipe which extends throughout the train and which isconnected tocylinders 51,52 and 53, respectively, through electromagnetieally'operated valves '54, 55, and 56. These valves are similar inconstruction and consist o-f the usual type of needle-valve, which areautomatically operated by the'electromagnets 54, 55, and

56, so that the valves will be opened and4 .the air admitted to thecylinders when thev magnets are energized. The cylinders 51, 52 and 53are furnished with pistons which are normally positioned at oneend oftheir stroke by compression-springs, and are connected by connectingyrods tothe movable portions 58,'-59 and 60 ofthe valve 58,

59 and 60whichare respectively located in a pipe for supplyingsand tothe tracks, vthe brake-line and the steam supply.` When the valves 54,55 and 56 are opened, the fluid medium will be admitted togthe cylindersand the-pistonsv will be forced to the other end of the cylindersagainst the force of the compression-springs. The movement of thepistons and their connecting-rods will open the valves58 and^59 whichcontrol the sand and brakes, and close the valves 60, which will cut olfthe power supply. yElectromagnets 54 to 56, inclusive, are ycontrolledby circuits hereinafter described which are connectedlto'thebrushes 61,62 and 63, respectively, mounted in brushholders and spring-pressed intocontact with the peripheral surface `of lthe-'oluadran t 64 provided-with insulated segments 65, 66

.and 67 upon which the `brushes 61, 62, and

63 are adapted to rest in the normal position of thequadrant. The'quadrant is conf in' detail,

nected so that it may be ypositively operated by the core of thesolenoid 68. The insulated vsegments of the quadrant are so spaced thatupon the operation of the same by vthe solenoid 68, brush 61 will firstclose its circuit and the remaining brushes 62 and V63 will close theircircuits at predetermined time .intervals therefrom, the circuitscontrolled by each ofthe brushes remaining closed throughout furthermovement of the quadrant in the same direction. A dash- `pot 69 4of anywell known construction is connected with quadrant 64 to accuratelyregulate the time of travel of the saine, Connected to the'core of thesolenoid 68 is .the die will be forced against thevdie-plate `makinganiimpression .on the paper which Will record the operation of4thetraincon! rtrolling means. The rod 70 is provided with a tooth 75which isengaged by the latch 76 connected by means of; aflink to `thepivot-arm 77, the latch being spring-pressed into locking engagementwith the tooth.-

After thetrain controlling means has been operated the latch 7.6 Willlock the rod 70 and the quadrant 64 so that the operator. Will have nocontrol over the train controllingmeans until the latch has been liftedbythe operation of the arm 77. This arm carries a pawl 78 lheld inengagement with' the teethr of Ia ratchet carried bya roller 74, so

thatvvhenthe `arm 77 is operated to lift the latch76-,theroll'jopaperwill bemovedand a rfresh portion 'ot-the"roll..positioned in front ofthe die-plate. In vthisinamiena' record of the, number of Atimesv'thatthe train-controlling means has been operated Will be' secured.

noted that'forl the sake ofclearness arma tures 21 and 22 have beenomitted and the contacts carried thereby have been "shown as ifseparately mounted, also that coil 41 and rod 46 have been moved to theright, the armature 21 being shown in dotted lines to clearly indicate"thel relation of the parts.

Referring to Fig. 2, assume that the sema-f phore 2 isset tosafety-indicating.position and a'train is approaching thereto, the shortlength conductor-section 11 will be ener-V gized through a, circuit fromthe ground, battery 3, Wire 4arm 2 of the semapho-re,

contact 10', Wire '1.0, to conductorysection 11, which, as the trainWpasses over this portion ofthe trackway, will be engaged by theconvtactor 1'3 carried by the train, and the circuityvill becompletedlthrough the electromagnet 17 to the ground. Armature 22 will4be attracted and contacts 27 and 28 carried Y' thereby Will be moved totheir upperor at#- tracted position so that the circuit :will be brokenbetweencontacts 27 and 30"-and closed between contacts 28 and 82. Thelatter contacts Will close the circuit from thev battery 78 through'Wire 79, 80, green lamp `14 indicating safety-indicating position,

willv attract'its armature 'softhatthe hoolredf, y Y

shaped portion 40 carried-therebywill catch beneath the armature' 22fandhold it in'ts upper lor attracted position, .thereby maintaining thecircuit`fthrough the vlamp -14 closed unless it is b rbken at thecontacts 29 "and 26, Which are controlled by the electromagnet4V 16. 4If-the train approaches a secnd'signal, which isalso atsafety-indicating position,l thereJ Will bel no turther operation andthe lamp 14 Will remain lighted, for,

gized, its armature is already in its attract- "ed position solthatthejenergization of theV same will have no effect onthe system. As-

` sumethat'the train is approaching a third signal Which isindanger-indicating'position, in'thisfinstance, circuit will be closedfrom 'the'ground thro-ugh battery 3, Wire 4, arm 2 'of the signal,contact 5, Wire 6, short length section 7, Wire 8 and short length sec.`

tion 9. As a train reaches the roadside sig` nal which is initsdanger-indicating position, the contactor 12 `Will engage with shortlength conductor section 7 and a-circuit will be completed through theWire 84, contact 85, coil 41, relay 86, Wire 87, electromagnet l '16,and thenceto the'ground. The comple- The operationof tesystemfeforetal/b ing up the operation of the system, it is to be tion of thiscircuit Will therefore energize coil 41, relay 86 and electromagnet 16.The energization of .relay 86 Will attract its armature 'andp close thecircuit to the. electromagnetic bell 88, through the battery 78, Wires 79, 89, coil to the electromagnet of the bell, armature of the relay 86,back to the battery,'.by Wire 90. As the relay`86 rei. mams energized.only While the contact 12 isvin engagement with short length `conductorsection 7 ,this will give merely a` momentary audible signal to Warn theoperator that the train passed a-roadside signal set at dangeragainstfhim. .The energizatio-n of electro? magnet 16 will attractarmature 21, which carries the spring contacts 25 and v26, which Willclose circuit through contacts 25 and 31 and open contacts 26 and 29.:Contacts 26'and 29, as already pointed nut, are in circuit With thegreen light 14,'so that upon the opening of circuit at this point thegreen light Wilhbe extinguished. Closing of the contacts 25 and 31 Willclose the circuit from the battery 78 through wires 79, 80, lamp 15,

contacts AV25 and 31, '30 and 27,`Wire 91, to

' locking, ciil 37, Wire 83, back to the battery.

The circuit Will be closed through the danger lamp 15 Which Will give avisual signal in the cab to Warn the operator that he has passed aroadside signal Which is set against him. The energization of lockingcoil 37 Will attract its armature and lock the armature 21 in its upperor attracted position and the circuits controlled by the spring contacts25 and 26 will remain closed. After even though electromagnet 17 isagain enersoy the armature 21 is held in its attracted posiarm 44carried thereby, so that this armtion and the bridging contacts 47carried by the rod 46 will now close the circuit through contacts 48 and49. Circuit kwas not closed at this point upon the train passing theshort length conductor section7 due to the .fact that the 'coil 41 wasenergized, which would attract its armature 42 and the would engage withprojection 45and would positively prevent the vertical-,rod 46 frommoving' with the armature 21 upon the energization of electromagnet 16.As the energizatioii of the coil 41 depends uponthe circuit being closedthrough contactor 12 and short length section 7, as soon as a train haspassed over this point thecoil 41 will become denergized and thecompressionspring carried by rod 46 will force the contact 47 intobridging relation with contacts 48 and 49. v,I'the operator does notimmediately slw down the train, the contactors 12-will engagewith shortlength conductor i section 9 which will complete a circuit through thesame c'ontactor 12, wire 84, contacts 48, 47 and 49, wire 92, emergencyswitch 93, wire 94, through the solenoid 68, to the ground, This circuitwill control the operation of the quadrant 64 and circuits will beclosed successively from the ground, through battery 78 and wires 89,95,solenoid 56', wire 96, brush 61, quadrant 64, to

the ground; through wires 89, 95, solenoid 55', brush 62,l to theground; andthrough wires 89,95, solenoid 54', lbrush 6B, to the ground,which circuits Will successively voperate the valves 56, 55, and 54,respectively.

The opening of the valve 56 will admit air to the cylinder 53, whichwill close the valve 60 positioned .in the pipe controlling the supplyof steam to the locomotive and will thereby cut off the power. Theopening of n the valves 54 and 55, will, in a like manner,

will be maintained. This recording mechanism may be so incased that theoperatorl willvhave no access thereto, -in order to prevent tamperingtherewith. The emergency switch'93, above lreferred to, is placed inthe` system, so that under certain conditions it may be desirable tocutout the operation of the train contro-lling means entirely, as, for

example, in a case of a wreck, Where it is v'desired to pass over asysteminrwhich the signals are set rat danger. y

While the system which has been described is specifically shown as anoverhead construction, it isA to be under-stood that the same` isequally applicable to a system in which the short length conductorsections 7, 9 and'll, are placed along the4v trackway, and in theclaims, the term ramp as used, is deemed broad enough to cover either ofsuch constructions. y y

Furthermore, thesystem may be applied to electric railways, in whichcase a switch for cutting 0E the electric power wouldbe substituted forthe valve controlling the supply of steam. L y,

Having described my invention, I claim l. In combination, electricallycontrolledv clear and danger signals' carried by a car, separatecircuits for Said signals, sep-v arate relays for closing each circuit,each of said circuits having contacts therein controlled by the armatureof the relay for the .other circuit and arranged to be opened when saidarmature is attracted to'close its corresponding' signal circuit, rampsalong,

the trackway, one for each of said signals,

means vfor energizing said ramps, and means for energizing each of saidrelays upon the passage of a car over acorresponding ramp.

when saidramp isrin energized condition.

2. In combination, electrically controlled clear and.danger signalscarried by a car, separate circuits for said signals, separate relaysfor closing each circuit, each of said circuits having contactstherein,con-

trolledv by the armature of the relay for ,the other circuit andarranged to be opened when said armature is attracted to close itscorresponding signal circuit, ramps along .the trackway, .one-for eachof said signals,

means for energizing said ramps, means for energizing i each of saldrelays upon the passage f a car over a corresponding ramp when said rampis in energized condition, and means for locking the armature of each ofsaid relays in closed position until the circuit to the correspondingsignal has been opened.`

3. In combination, electrically controlled clear and danger signalscarried by a car, separate circuits for said signals, separate relaysfor' closing each circuit, each of said circuits having contacts therein,controlled by the armature of the relay for the vother circuit andarranged to' be opened when'said armature is attracted to close itscorresponding signalcircuit, ramps along the trackway, one for each ofsaid signals, means for energizing said ramps, means for energizing eachof said relays upon the passage 1of, a carover acorresponding ramp whensaid ramp is in energized condition, and means for locking the armature0f each opened, said means comprising an electro-V responsive deyicedirectly connected to the signal circuit.

4. In combinatiomtrain controlling means carried by thecar,electrically-controlled operating means therefor, two energized rampsspaced along thetrackway, means controlled by the passage ofV the caroverthe first of said ramps to initially control the operation of saidoperating means, and by the passage ofthe vtrain over the secondof saidramps means for 4preventing said operating, means from actuating saidtrain controlling means while the car is passing over the lirst of saidramps.` i I -5. In combination, ltrain controllingmeans carriedby a car,electrically controlled op erating means therefor, two-devices spacedalong the trackway, means controlledby the V,passage of the car overthefirst of said devices to initially control the operation of saidoperating.y means vand by thepassage of saidcar over'the second of saiddevices to complete the. operationof thel same, and means forpositivelyv preventing said operating means, from actuating said traincontrolling mea-ns while the car is passing over thelirstoffsaiddevices.

f6.' In combination, clear and danger signals carried by the car,circuits for each ofsaid signals, electro-magnetic means, one for eachcircuit, devices along the trackway for momentarilyenergizing each ofsaid electromagnetic means to close its respective circuit and toyopen-the other circuit, and meansassociated with each of said electro-vmagnetic meansfor maintaining each circuit when closed in closedposition.

7'. In combination, a train controlling means carried by a car,electrically controlled operating means therefor, means including thecircuit on the car and spaced ramps along the trackway cooperatingtherewithto actuate said operating means, said circuit being normallyopened at a point .other than the one at which it is closed by'lco-actinglwith said ramps, and-means on the car cofactingwith the firstof said ramps ,for closing said circuitat said last named -point' o'nlyafter I'the car has passed out of contacting relation with the first ofsaid ramps along the trackway.

S. In combination,train controlling means,

electrical means for operating the same including a normally open cabcircuit carried by the car, two ramps spacedalong the 'tiackway ada tedto be energized under determined tra c conditions, a relay on the cab,lconnections whereby said relay is mo- 4 .ling means is operated.

mentarily energized when the cab passes over the first of said ramps, ifsaid ramp is yin energized condition, means for locking gized, when thecab passes over the second of said ramps, if the rampv is in energizedcondition whereby the said train control- 9. In combination, a pluralityof roadside signals each having at least two indicating positions, rampsalong the trackway one foreach of the indicating positions of eachroadside signal, means for energizing each ramp. controlled by thecorresponding signal when 1n a corresponding indicating position,electric signals carried by the car,

' one for each indication of a roadside signal,

separate circuits on the car for each signal, means including separateelectro-respons1ve devices carried by lthe car -for closing the circuit,to one of`said signals and opening the-circuit to the other of saidsignals as the lcar passes over an energized ramp, and

means for maintaining said last named circuit closed until theelectro-responsive device for the other signal is energized from acorresponding ramp along the trackway.

10. In combination, a plurality of signals along the trackway, eachhaving two different indicating positions, ramps, onefor each positionof each'signal, means for energizing said ramps controlled by itscorresponding signal when in corresponding indicating position, electricsignaling means carried by the car, one for each indicating position ofthe roadside signals, signal circuits for each of said means,electro-responsive means controlled by each of said ramps. Awhenenergized for closing the circuit to one and opening the circuit tothe-other of said ysignalmg means when the car passes over said ramps,and separate locking means controlled by each of said signal circuitsvacting upon said electro-responsive devices for maintaining it inposition to maintain the corresponding signal circuit closed until saidsignal circuit is opened by the energization of the other of saidelectro-responsive devices by a passage of the car over a correspondingramp when energized.

In lwitness whereof, I subscribe my signature, in the presence of twoW'itnesses.

FRANKLIN M. RAYMOND. vWitnesses:

WALDo M. CHAPIN, IDA M. PATTERSON.

